Railway-brake



(No Model-.j 2 sheets-sheet .1.

- 0, SBLDEN'. RAILWAY BRAKE.

No. 531,653. .Patented Jim. 1', 1895..

. I um /NVEN T 0 R:

Charles Selen/ Jtorney,

ATTEST:

1' wams versus ca.. muvo-Uwe., wAsHwnTnN. u, c.

(No Model.) v l A 2 Sheets-Sheet 2.

o. SEHEN. RAILWAY BRAKE.

N0. 531,653. 'Patented Jan. l, '1895.

w//vEssEs I l JIA/VENTO# Y.

v l BYV TH: swims PETERS oo. Pnczmumq.. wAsHmsTon. n. c.

' UNITED STATES PATENT @EI-ECE@ oI-IARLES SELDEN, on BALTIMORE,MARYLAND, ASsIGNoR-'fro THOMAS M. KING, oE SAME PLACE, AND THEwESrINeI-IOUSE AIR BRAKE ooM- PANY, on WILMERDING, PENNSYLVANIA.

RAILWAY-BRAKE.

SPECIFICATION 4forming part of Letters Patent No. 531,653, dated January1, i ses.

l I Application filed May 1887. Serial No. 238,839. (No model.)

' ling the action of brakes that are operated by the pressure of air,steam or other fluid The invention is designed more especially forapplication to railway brakes in which air pressure is employedforoperating a piston head mechanically connected with the brake. Theobject of the invention is to provide a means whereby the power Yof thecompressed air or other fluid upon the brakes maybe;

1 regulated,n and whereby 'the engineer `may have control of thepressure and apply the brakes gradually by /reason of the control whichhe has over the action of a valve orv valves located in immediateproximity to the brake cylinder, and also toprovide a means whereby,when thebrake has been applied tov the full extent ofthe pressurecontained within the cylinder and connected passages at the time of theapplication the pressure may: be still further'augmented by directpressure from the air supply. Y l

In anapplication for patent filed by me April 2, V188%, Serial No.90,415, a'v method of.

controlling the action of brakes is shown, and

in other patents issued' to Ine April l2, 1887; Nos. 361,089 and361,090,1'1 have shown theA desirability of, and the necessity for,devices ofthis character, electrically controlled, inl order tobring-about the most'perfect success and to meet the Variousrequirements of railroad service. As in the inventions described inthose patents,I make use of valves locally applied to the variouscarsand under the direct control of the engineer through any suitable agencysuch for instanceas electricity whose action upon the valves will bepractically simultaneous throughout the train and not subject to thelaggingwhieh occurs when the operation of all-is dependent upon theopening of a relief cock on the locomotive connected to a pipe leadingthrough the train.

By my present invention I accomplish the following results:

First. Should the electrical energy fail, by v reason of breakage of theconnections, or failure of the electrical power, be it supplied byprimary battery, accumulators or a dynamo, there would still'remain away in 4which the brakes could be operated partially,although y with notso 'much success as when the electrical portion of the apparatus is inproper working order.

Second. The power can be applied at the same instant upon every carwithin the train and the releasement of that power is as nearlyinstantaneous as possible.

Third. The power to be appliedl is so completely Withinthe control ofthe `person applying'it that the force may be graduated as circumstancesmay require.' Y

Fourth. The brakes .having been applied with such power as may have beenstored Within the cylinders, if desirablethat power may be ylargelyincreasedpibydirect pressure'.

Fifth. The arrangement-of t e apparatus is such that should thetrainfbeco, e separated the brakes will be automatically; apphed by thepower within the various cylinders;

Sixth. The apparatus mayibe used as a direct pressure brake.

In the drawings I inderwith its accompanying accessories. Its air supplyand means for governing the same, so far as its action on the cylinderis concerned, are located within the engine cab, but

kit is obvious that the same arrangement, so Afar as the cylinder andaccessories are concerned, may be duplicated as many times as it may bedesirable, depending upon the number of cars it is desired to control. lp

I am aware that there are in existence automatic air brakes. I am alsoaware that there are in existence direct pressure air brakes.

In the rst class named there are* many times when the brakes do notapply promptly,

and when they have been applied they do not release promptly, renderingit necessary for the cylinders to be emptied by sending some person orpersons from car to car to open the vent cocks of the reservoirs byhand, thus causing delay, and this class of brake does not, as a usualthing, admit of increasing the pressure while the brakes are stillapplied, beyond the pressure contained in the reservoir on the car atthe instant of application.

In the second class of brakes I am aware that the pressure may beregulated by the amount of air which is passed to the piston head fromthe engine or compressor but should any portion of the train for anyreason become detached, that portion which has become separated willcontinue to move with great momentum as the power to apply the brakeceases from the time that the detached portion becomes separated fromthe other portion of the train.

The aim of my invention is to avoid the objections incident to the above`systems while at the same time securing the advantages of 2o both.

In the accompanying drawings:-Figure l, is a general plan of anapparatus embodying my invention, and shows the devices employed upon asingle car only. Fig. 2, illustrates a modilication in the arrangementof the circuit controller. Fig. 3, shows a modied arrangement of valvesand magnets. Fig. 4, shows a modified arrangement of circuits andmagnets. Fig. 5, illustrates a modiiication in which a single magnet isemployed for operating two of the valves. Fig. 6, shows a modifiedarrangement of valve and magnet. Fig. 7, shows one way of arranging thecontrolling magnets for the brakes.

In the drawings A, represents a cylinder in which is a piston head W,affixed to a piston rod P, which rod in turn is attached to the brakesof a car. This piston rod is governed partially by spring S. It wouldnot be necessary to employ such a spring to release the brake if theelectrical energy and connecting circuits Were always in properconditionrbecause the engineer has within his control,`as will presentlyappear, a means whereby he can admit of the passage of air into thecylinder in such a way as to force the piston head toward the center andthus release the brake; but in order to provide for contingencies whichmight arise, the spring is used as shown.

In the following description thatside of the piston upon which theapplication of pressure from the air or other fluid serves to apply thebrakes will be termed the rear of the piston and that side upon whichthe pressure ot air or other fluid acts so as to release or unset thebrakes will be termed the front of the piston.

V, indicates a valve of any suitable construction which is placed in apassage N, as indicated and between the rear of the piston and the pipeR, leading to the reservoir G, which is the source of air, gas or otherfluid under pressure. The pipe R, is the usual air brake pipe extendingthrough the train, and the reservoir G, is in the present instancesupposed to be the air reservoir upon the locomotive and is suppliedwith air under pressure by any of the well known means known in the art.

The valve V, is controlled by an electro magnet X, which is in anelectric circuit extending preferably to the locomotive where it isconnected with a suitable circuit controller which may be actuated oroperated for the purpose of governing the position of the valve V. Anyform or kind ot' electro magnet known in the art and any form cr kind ofcircuit controller known to electricians may be ernployed for thepurpose of governing the valve.

In the present instance I have shown a form of electro magnet adapted tobe worked by diilerences in the strength of the current on the circuit,produced preferably by the operation of a circuit controller which willmake and break the circuit.

The electro magnet X, is in the present case arranged so as, whenenergized, to open the valve V, the latterbeng supported or carried bythe armature of the magnet while a spring A4, applied to the armaturetends to seat the valve.

The arrangement might be reversed as I have indicated in Fig. (l, but Iprefer to employ the device shown in Fig. 1, because thevalvc will beautomatically seated if the circuit should become interrupted as byparting of the train while to accomplish the same result with thearrangement shown in Fig. G, it would ordinarily be necessary to employabattery or other generator of electricity on the car. The magnet andvalve are contained in a chamber B, and are suitably mounted therein inany desired mechanical fashion.

D, indicatesa cock in the passage N, which cock is normally turned inposition to allow free passage of air or other fluid when the electromagnetic arrangements are employed for controlling the brake.

In a ley-pass around the valve as indicated is a second cock D', whichis normally closed but may be turned to allow free passage of air aroundthe valve V, in certain contingencies.

When the valve V, is opened by means ot the electro magnet, air or gasunder pressure may be admitted to the cylinder A, so as to till thespace. at the rear of the piston W, and to apply the brakes unless thereis apressurc at the front of the piston suflicient to hold the pistonfrom movement.

If after the charging of the cylinder the counterpressure at the frontof the piston should be relieved and the valve V, should be seated thebrakes would obviously be applied by the pressure of the air containedin the cylinder at the rear of the piston and in the air tubes andspaces between the same and the valve.

In a passage T, leading from the front of the piston is a valve V2,controlled by an electro magnet X2, which devices may be of any desireddescription or arrangement and are electrically connected with a circuitcontroller on the locomotive. The valve V2,is

herein shown as controlled similarly to Valve IOO V, that is to say aspring A3, applied to the armature carrying valve V2, tends to seat thevalve, while the electromagnet X2, pulls on the armature in a directionto open the passage T, which latter connects, as does passage N, withthe pipe R, or other source ot` air or gas under pressure. I prefer alsoto arrange the valve V2, as shown so that the pressure of the air or gasin pi petT, will tend.

to assist the spring orIother pressure in holding .the valve seated whenthere is a relief of pressure at the front of the piston. A third valveV', is arranged to control an exit from passage T, or from cylinderA,through which air or gas may escape. Valve V', is in a chamber B',havingone or more exits Q', to the outer air, and is controlled by anydesired form of electro magnet governed by a circuit controller on thelocomotive.

I prefer to arrange the electro magnet so that the valve will be seatedto close the vent by the pull of the magnet upon its armature, while aretracting spring A2, shall unseat 'the valve if the flow of currentover the circuit in which the magnet is placed cease either bybreakageof the electric conductor or by the operation of the -circuitcontroller or key on the locomotive. i,

Leaving out of consideration for a moment the valve V2, it will be seenthat valve V', may be controlled so as to relieve the pressure at thefront of the piston due to air or gas under pressure so as to permit thebrake to be applied by the air or gas confined under pressure at therear of the piston when the valveV, is closed as already explained. yItis obvious also that the opening of the vent which allows escape 'of airfrom the front of the piston will take place iu case the train partsbecause any current flowing in the magnet X', will cease, and the springA2, will unseat the valve V'. A

VIn the/passage T, is a cock D2, which may be turned if desired to closesaid passage.

The magnets X', X2, may be in the'same or separatecircuits as willbepresently shown. In the diagram Fig. l, they are shown included in thesame circuit and the interruption of the circuit which willv cause thevent V', to open will also cause 'the valve V2, to close so that thereshall be no waste or escape of air or gas from the pipe R, or othersource of air or gas under pressure. E

H, indicates a valve or cock on the locomotive under the control of theengineer or other party, which cock may be turned from the positionshown so as to open communication between the pipe R, and the vent Q,thus allowing escape'of air from the pipe R. When turned to produce suchresult the cock H, serves to cut ott the flow of air or gas fromthe'reservoir G.

The cockdl, may be used without the electro magnetic devices in asimilar way to'a cock of a direct pressure air brake (as will beobvious) if the cocks D, D2, be closed and the cock D', open, the magnetX', being at such'v time cut out of circuit so that valve V', shall4ropenthe vent for escape of air from the front of the piston.

Circuit controllers suitable for use with the devices described areindicated at K, K'. In Fig. 1, they are shown as mounted on the handieof the cock H, but might be mounted and arranged in any suitableposition.

The controller K, has, by means of a spring or other device, a biaswhich tends to keep the contacts open while the controller K',

tends'to keep its circuit closed. In the cirv cuit of K, from a suitablegenerator of electricity M, B, is included the electro magnet X, for thevalve V, while in the circuit ot controller K', from the same or aseparate source ot electricity are included the electro magnets X', X2,for valves V', V2.

The mechanical construction of the circuit controllers maybeindetinitely varied. In the present case the one circuit controller K,consists of a spring mounted on an insulating support attached to thehandle and adapted to be pressed into contact with a stud also mounteduponbut insulated from said handle. The circuit controllerK', consistsof a spring which tends to make contact with a bracket also mounted onthe handle. The spring of K', is likewise suitably insulated and thedevices are connected into circuit in the manner indicated. f

The electric circuits are carried to the devices on the car throughelectric conductors insulated and combined in any desired manner as willbe well understood by electricians. Electric couplings such as areemployed in devices for signaling on trains by the agency of electricitymay be used for completing the circuit between the cars and thecouplings may, if desired, be arranged as has been heretofore proposedso as to automaticallycomplete or break the circuits in case theelectric couplings should be disconnected. These are details that may beindefinitely varied without departing from the principle of myinvention.

IOO

IIO

The circuit controllers K, K', may be4 mounted in any desired positionand may be of the ordinary button switch form such as indicated in Fig.2.

The operation of the apparatus is as follows, assuming for the momentthat the spring S, is not employed: Cock H, is i'irst turned so as tobring pipe R, and outlet Q,

cuit controller K, valve V, is opened so that Aany pressure existingbehind the piston may `into communication and by means of the cir- 6 oing within the cylinder A, at the rear of the tion the air is preventedfrom escaping at vent Q', by properly setting the valve V', by means ofits circuit controller. When the brake has been sufficiently released bythis means the key K, is again operated and valve V, is thus opened,thus allowing air to enter the cylinderA, at the rear of the pistonwhere it is ready to act whenever the escape of air from the oppositeside of the piston is permitted by means of valve V', and the valve V,is at such time in position to confine the air behind the piston. Solong as it is not desirable to apply the brakes the pressure at the twosides of the piston is obviously substantially the saine, and hence thepiston does not move. During this time it is desirable to keep the valveV, open, though this is not necessary especially if a spring S, shouldbe used to counteract any slight decrease ot pressure behind the pistondue to leakage.

Should it be desirable to apply the brakes, the valve V, if not alreadyclosed, is made to close by the operation of circuit controller K, andcontroller K', is operated so as to cause or permit valve V', to open(and also preferably, especially if the cock ll, be not turned to cutoff passage of air from G to R, to cause valve V2, to shut). In thisoperation the shutting of valve V, and the opening of valve V', areobviously assisted by the pressure of air at the two ends of thecylinder. The brake is now applied bythe pressure of air confined in therear end of the cylinder A, andthe passages or chambers between the sameand the valve V. The escape of air might be also assisted (if valve V2,should be dispensed with or combined with means whereby it could beopened at the same time with V) by turning cock ll, to admit of directcommunication between pipe R, and opening Q.

Should the engineer desire to increase the force with which the brakesare applied beyond that due to the pressure of the air confined at therear of the piston while the valve V, is closed, he has it in his powerto do so and to operate the brake as an ordinary direct pressure brakeby simply actuating the circuit controller so as to open the valve V,thus opening the passage for air direct from chamber or reservoir G,with any pressure that may exist or be produced therein.

If before the first application of the brakes by the engineer as beforedescribed or during the time when the valve V, is opened for the purposeof increasing the pressure behind the piston, the electrical circuitsshould become destroyed by parting of the train the valve V, willimmediately close thus retainpiston all of the power that had beenplaced there.

If the train should part before any application of the brakes theinterruption of the circuit of X, and the closing of valve V, as

just stated would be attended by the opening of valve V', owing'to theinterruption of l the circuit for X', by the breakage of theconductorincluding the same so that the pressure at the front of thepiston would only be that of the spring S, (if such spring be used) andthe brake would be applied by the pressure of the air confined at the`rear of the piston.

As before stated, the magnets may be connected into circuit in anydesired way. Where a number of cars are employed the magnets may bearranged in series with one another or may be arranged in multiple areconnections as indicated in Fig. 7, after the manner well known toelectricians.

In case through breakage upon any one car of the magnets or theirimmediate connections or through derangement of the mechanicallycontrolled valves the apparatus should become inoperative as anelectrically controlled brake it is only necessary to turn the cocks D,D', D2, of that car so as to cut out the cylinder upon it leaving theapparatus upon the remaining cars tobe controlled and operated in themanner already explained.

Fig. 3, illustrates a modification in which the valves V', V2, arecontrolled by circuit closers K, K', as in Fig. 1; the action of thesprings and magnets upon the valves being simply reversed. Valve V', isarranged so as to be closed by the action of a spring and to be openedby the pull of the magnet While valve V2, requires the action of themagnet in order that it may be closed and is opened by the operation ofa retracting spring or other de- Vice when it requires to be opened.Thus it will be seen that the circuit of magnets X, l, in thismodification will need to be normally open circuits to leave the valvesin their normal-positions as shown, instead of being normally closedcircuits as in the construction shown in Fig. l. This modificationsimply requiresthat the key governing valve V', should be closed insteadof open in order to apply the brakes and that the key governing ValveV2, should be opened in order that the passage may be opened for thepurpose of releasing the brake through pressure on the front of thepiston.

I have herenbefore described the magnets IIO for valves V', V2, asarranged in the same electrical circuit and controlled by the same keybut they might be arranged in separate or independent circuitsseparately or independently controlled by keys K2, K3, ot' any desiredform as indicated in Fig. t.

Where it is desired to operate the valves V', V2, simultaneously theymay be actuated by the same magnet instead of by separate magnets asindicated in Fig. 5, where the two valves are connected to the samearmature and are arranged Within a chamber B5, containing the operatingmagnet. The chamber is connected on the one hand with the front of thepiston and on the other with the source of air or gas under pressure andthe valves actuated by the magnet are arranged as shown to control avent from said chamber communicating with the outer air and an inletopening through which the air or gas under press- V be destroyed or theelectrical energy should fail the apparatus maybe used as a directpressure air brakev apparatus by simply closing cocks D, D2, and openingthe cock D'. In this case the spring S, serves to take offthe brakeswhen the valve I-I, is' turned to relieve the pressure in pipe R, andwhen the valve is turned to open the passage from the reservoir G, topipe R, the brakes are applied bythe direct pressure of air at the rearof the piston.

In order to facilitate4 the releasing of the brake, the magnet chamberB, may be made large enough to admit of another'magnet being placedWithin it, controlling a valve to an eXitsimiliar to Q', or anotherchamber containing a magnet controlling an exit valve may be placed inconnection with the cylinder A, to perform this office. This is notshown in the,drawings nor mentioned in the claims for the reason thatthe bleeding of the drumat each car is cbvered by patent issued to me(No. 361,089) bearing date of April .12, les?.

A car fitted with a brake apparatus such as I have described may beincluded inv a train fitted with any well known form of automatic airbrake apparatus employing an auxiliary reservoir without interferingwith the operation of either kind of brake. This may be done by closingthe cocks D, D', and D2, and using the cylinder A, as the regular pistoncylinder for the automatic air brake, suitable connection from saidcylinder being made to the ordinary reservoir, which is indicated in'dotted lines at Gr', Fig. 1, as connected in the usual manner by valvedpipes with pipe R, and said piston cylinder, the usual triple valvebeing used as at T, V.

While I have described some forms of magnets, circuit controllers,&c.,I'Wish to be understood that I do not limit myself to specific formsinasmuch as my invention consists in the general combination andarrangements described and not in the specific forms of Valves, cocks,magnets, circuit controllers, da 3.

What I claim as my invention isl. T-hecombination with the brakecylinder and connections therefor to the brake system, of a valve on thecar in the passage between the source of pressure and the rear ofthefpiston, al magnet controlling said valve, a controlling circuit forsuch magnet, a second valve independent of the first and having anindependent controlling magnehjand an escape passage or opening from thespace at the opposite side of the piston controlledv by said second.valve, as and for the purpose described.

2. The combination with the brake cylinder, of avalve in the passagebetween the source of pressure and the rear of the piston, a controllingmagnet for said valve, a valve controlling the escape of duid from thefront of the piston, a third valve independent of the first placed inthe passage between the source ofy pressure and the front of thepiston,and a magnet for controlling said third valve, as and for the purposedescribed.

.3. The combination with a brake cylinder and a train pipe having aconnection to the side of the piston upon which the-pressure of airacts'so as to release or unseat the brakes, of a valve in saidconnection and normally open, a second valve normally closed andcontrollinga vent or exhaust on the same side of the piston, anda magnetor magnets for opening the latter valve and atthe same time closing thefirst named valve, as and for the purpose described.

4. The combination wit-h the brake operating piston, of a valve on thecar between the source of' air or other fluid under pressure and thatside of the piston upon which the pressure .of air acts so as to releaseor unseat the brakes, an-independent connection between a source of airor other fluid under pressure and the space at the opposite side of thepiston, and a magnet for controlling the valve so as to permit ingressof Huid to hold the brakes off or to cut off the access of fluid whenthe brake isV to be applied by the pressure at the opposite side of thepiston.

5. The combination with the air brake cyl- Ainder A, of avalve on thecar under the con-Y trol of the engineer and controlling a passageconnecting with the space at one side of ther piston, an independentconnection fromy a' IIO IZO

said valve being exposed to pressure tending ,y

to seat and close it and thus preventing the vpassage of air tothecylinder to release the brakes, and an electro-magnet for unseatingsaid valve, as and for the purpose described.

7. The combination with the air brake cylinder, of a passage leading tothe engine from that end of the. same in whichk pressure operates totake off the brake, a valve governing said passage ou the car, a magnetfor op-` erating said valve, and a controlled electric circuit leadingfrom the car to the engine, as and for the purpose described.

8. The combination with an air brake operating cylinder having directpressure con nection to the supply pipe,ot a magnetically coutrolledvalve in said connection, and a by-pass around said Valve.

9. The combination with the brake cylinder containing operating piston,of independent passages from front and rear of the piston respectivelyto a pressure supply pipe, spring S, for throwing the brakes off whenboth ends of the cylinder are connected to the pipe, and a magneticallycontrolled valvergoverning communication between the space at one end ofthe pistou and the outer atmosphere, as and for the purpose described.

10. The combination with the brake cylinder and connections from thepiston of such cylinder to the brake mechanism, of a valve in thepassage between the rear of the piston and a pipe leading to the engine,a spring tending to close said valve, a magnet for opening the same, asecond valve in a passage between the front of the piston and theoutside air, a spring tending to close said valve, and an electro magnetfor opening the same, as and for the purpose described.

11. The combinationwith an air brake cylinder and connections from thesame to the brake mechanism, of two electro magnetically controlledvalves, one in a passage leading to the rear of the piston and the otherin a passage leading from the front thereof to the ontside air.

12. The combination with the b 1alte cylinder, of two valves governingrespectively the communication between thecylinderspace in whichpressure acts on the brake piston to unseat the brake andthe source ofpressure, and communication between the same space and the externalatmosphere, an electro-magnet operating on the valve which coutrolsthelatter connection and normally tending to hold the same closed, and anelectro-magnet operating on the first named valve or that which governscommunication with the source of pressure, and normally tending to holdthe same open, as and for the purpose described.

13. The combination with the train pipe and the brake cylinder, oi' abranch pipe connecting an end of the cylinder with the train pipe, amagnetically controlled valve in said branch pipe, a second branch pipeconnecting to the opposite end of the cylinder and also containing amagnetically controlled valve, and a magnetically controlled valvegovcrning communication between one end of the cylinder and theatmosphere.

Signed at Baltimore, in the State of Maryland, this ltlth day of May, A.D. 1887.

CHARLES SELDEN.

Witnesses:

MURRAY IIApsoN, WILLIAM l BERRY.

